Internal-combustion engine and method of operating the same.



T. A: 64 J. B. CONNOLLY. Y-NTERNIALV comsusnom ENGINE AND METHOD OF OPERATING THE SAME.

" APPLICATION FILED MAR. I. 1928. 1,283,399..

Patented Get. 29, 1918,

2 SHEETS-SHEET L Z ni ail 5:9 75 0 6W T. A; 5; J, B. QONNOLLY, INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING THE SAME.

APPLICATION HLED. MAR. l. l9l8.

3 39c Patented 005.29, 1918.

2 SHEET5-SHEET 2.

THOMAS A. CONIKOLLY AND JOSEPH B. CONNOLLY OF WASHINGTON: UISTRIC'J. 013* COLUMBIA.

INTERNAL-COMBUSTION ENGINE AND METHOD OF OPERATING THE SAME.

Application filed March 1, 1918.

To all whom it may concern:

Be it known that we, THoMAs A.v Con- NOLLY and Josnrn B. Couxomrr. citizens of the United States, residing at Washington, in the District of Columbia, have invented certain new and useful Improvements in Internal-Combustion Engines and Methods of Operating the Same, of which the fol.- lowing is a specification.

This invention has relation to internal combustion engines and particularly to engines of the two cycle type and has for its object the provision of novel means for and method of more efl'ectually exhausting and scavenging the cylinder of the engine than is now accomplished in engines dependent for exhausting and scavenging on the spontaneous escape of the spent gases by way of an exhaust port which is opened by the piston on itsoutward stroke, after explosion.

According to the present invention, it is proposed to scavenge the cylinder by creating a suction in the exhaust passage and a consequent partial vacuum in the exhaust pipe and in the cylinder, which will aid in causing the spent gases, after an explosion to escape from the cylinder and practically cause an expulsion of all such gases. As a result of such vacuum produced in the cylinder, fresh gas will be drawn into the cylinder from the carburetor and the same being free from contamination by the residual spent gases will be more easily, certainly and effectually exploded, thus increasin the power of the piston strokes.

in the accompanying drawing Figure 1 is a vertical central sectional view of an engine embodying our invention.

Fig. 2 is a similarsect onal view of a modified form of the engine. p,

In carrying our invention into effect, in an engine of the typical two cycle construction we make use of the c'rank case, 1, as a chamber for compressed air, to be utilized in the operation of an air ejector for producing a vacuum in the exhaust pipe or passage leading from the cylinder. The crank case is provided with a valved inlet,

2, similar to the valved inlet now used for the admission to a crank case of gas from the carburetor, but is now used for the admission of air to the crank case, which air a is drawn into the crank case by the inward stroke of the piston, and on the outward stroke or the piston, 1S compressed. In the Specification of Letters Patent.

Patented @ct. saints.

Serial No. 219,883.

to project a jet, stream or current of air out through the exhaust pipe 4: during the period of exhaust, and to thus aid the usual spontaneous exhaust, which depends, for the expulsion of the spent gases, on the pressure generated in the cylinder by the explosion of gas,

As such pressure ceases when the pressure in the cylinder falls to atmospheric pressure, the cylinder can never be thoroughly exhausted or scavenged.

The ejector nOZZle 4" is connected with a pipe 5, which leads to a passage 6 in the wall of the cylinder, below the exhaust pipe 4.

The piston 7 is formed with a by pass or channel 8, communicating with the inner end of the pipe 5 and also with a passage 9 leading out through the wall of the cylinder and thence down into the crank case. Except when the exhaust is taking place, the exhaust passages and the passage 9 are closed by the wall of the piston, but when the piston is completing its outward stroke, the by pass 8 coincides with the opening to the passages 9 and through the latter communicates with the interior of the crank case, and thus admits air, under pressure from the crank case, to the ejector. The air from the ejector, being projected outwardly through the exhaust pipe, creates a partial vacuum in the latter, thus causing a suction in the exhaust passage and in the cylinder and promoting the outflow of the spent gas.

As the crank case is used as an air container and compression chamber, instead of a reservoir for gas, we provide for a supply of gas to the cylinder by connecting the inlet pipe from the carbureter directly to the cylinder, at a point nearly opposite the exhaust port, that is, in the same position as the gas inlet from the crank case in engines admitting gas under pressure from the crank case. p

The gas is drawn into the cylinder from the carbureter by the suction caused in the cylinder from the operation of the ejector but in order to insure an adequate supply of gas we provide means for the injection of air into the cylinder through the gas inlet pipe and this air entering the cylinder under pressure will tend to draw with it the gas from the carburetor"and force it into the cylinder. The air is forced from the crank case through a passage 26 inthe wall of the crank case and when the piston is completing its outward stroke the passage 26 registers with a hy pass 24 in the wall of the piston, which by pass leads to and coin- Inunicatcs with a passage 23 in the cylinder wall, from which leads the injector pipe 22, having an injector nozzle 23 positioned in the pipe 16 from the carhureter. The ad mission of gas from the carburetor takes place simultaneously with or shortly after the beginning of the exhaust, as is usual in engines, of the two cycle type. It is to he noted that the injection of air into the cylindernot only aids in the operation of charging the cylinder with gas, but serves to scavenge the cylinder, so that the charge of gas will he in condition for the -production of the host effects of explosion.

In Fig. 2 of the drawing, we have illustrated means for exhausting the cylinder at two points, one being the usual position as indicated by the exhaust port 3, and the other at or near the inner end of the cylinder as indicated by the exhaust port 20. lioth these ports communicate with a'pas sage 12 in the wall of the cylinder, and said passage communicates at its lower end with a port 11 through the cylinder wall. Another port 13 is formed in the .wall of the cylinder, below the port 11.. A. by pass 10 is :formedin the wall of the piston at such a point that when the piston is completing its outward stroke, such by pass will. establish conn'nunication between the ports 11 and 13. An exhaust pipe is connected to the cylinder and communicates wit-h the port 18. The ejector 4c is arranged in. the pipe 4: and communicates with the crank case as in Fi g. 1. When the piston is completing its out" ward stroke exhaust takes place by way of the two ports 3 and 20 and is completed through the passage 12, port 11 by pass 10 and port 13 to the exhaust; pipe 4:, but no exhaust can take place through the port 20 until the piston has passed port 3.

In Fig. 2- we have also illustrated means for causing the gas to enter the cylinder at two points, the port 1!) being in the usual position of inlet ports to two cycle engines and the other, 20 being near the inner end of the cylinder. Both ports lead to a passage 1,8 in the wall. of the cylinder and at its lower end said passage terminates in a port 18 leading inward through thewall of the cylinder. A by pass 17 is formed in the wall of the piston and the gas supply pipe 16 from the carburetor enters the cylthe engine.

inder at such point that, when the piston is completing its inward stroke, the icy-pass will form a communication between the pipe 1'6 and the passage 18 and the gas will be caused to enter the cylinder.

In the form shown in Fig. 2, as in the engine shown in Fig. 1, an injector is used to assist the inflow of gas, the air to operate the same being taken from the crank case.

I. It will be noted that the action of the ejector on the spent gases under exhaust and of the injector on the incoming charge, will be to accelerate their normal rates of move ment and thus effect a. more thorough discharge of the spent gases from the cylinder and a more rapid and effective charging of the cylinder with fresh explosive mixture, than is usual where the normal rate of movement of the spent. gases and the incoming charge is alone depended on for exhausting and recharging the cylinder.

It .will also be noted that, by the admission of a suction producing current of cold air or other' fluid into the exhaust passage from the e linder durin the exhaust o eration, while the exhaust gases are in a highly heated condition, the temperature 01' the es caping gases will he suddenly lowered and their volume reduced, such reduction of vol-.

ume by condensation tending to further reduce the pr .ssure in the cylinder.'

Having described our invention, We claim:

1. In an internal combustion engine, the combination with a cylinder having inlet and exhaust, passages, a piston in said cylinder and a compression chamber, of means for compressing and storing a charge of fluid in said compression chamber during the outstroke inoyeinent of the piston and means for injecting said fluid into the exhaust passage at the exhaust period of operation of- 2. Anflinternal combustion engine of the two cycle type having an exhaust port and an exhaust pipe orpassage and having a pneumatic ejector" opening into said exhaust pipe or passage and connected with a source of c pressed air, said'exhaust port and said son of compressed air being arranged and .apted to be simultaneously put into cor unication with said exhaust passage at the outstroke position of the piston,

An internal combustion engine pro vided with an intalre passage for gas and an exhaust passage and having a source of con'1pressed air and having an air nozzle located in each of said passages and a piston formed with lay-passes adapted to connect both said air nozzles with. said source of compressed air.

4c. The method of exhausting, scavenging and charging the cylinder of an internal combustion engine, which consists .in compressing a fluid, such as air, by the action of the engine, injecting a charge of said fluid into the exhaust passage of the cylinder ah the momentcof exhaust and simultaneously forcing into the cylinder :1 current of compressed fluid to aid the inflow of gas and Q PI'9l1l0te scavenging of the cylinder.

i said fluid, an ejector or current a. An internal combustionengine'prosided With a closed crank case, means for supplying said crank case with compressible fluid, such as air. means for compressing producing nozzle located in the exhaust passage of the cylinder and adapted to be brought into communication with said crank case at each outstroke position of the piston.

6. An internal combustion engine of the two cycle type having a plurality ofexhaust ports, located respectively at the inner and outer ends of the working space of the cylinder, an exhaust pipe arranged and adapted to be brought into communication with both said ports simultaneously, when the piston is completing its outstroke.

7. An internal combustion engine, prorided with a plurality of intake ports, located respectively near the outer and inner ends of the Working space of the cylinder means for admitting the and a piston having a by-pass adapted to connect said ports with a supply pipe.

- 8. An internal combustion engine pro- 30 vided with a compression chamber, means for compressing a fluid in said chamber, and compressed fluid into the exhaust passage from the cylinder,

and simultaneously into the gas intake pas- 35 port opening into said bore from outside the cylinder, with a piston having a by pass adapted, at the outstroke of the port and provide a gas Working space of the outside the cylinder.

passage between the cylinder and a point In testimony whereof we afiix our sigma, O

tures.

THOMAS A. JOSEPHYB.

CONNOLLY. CONNOLLY.

the working space and both conpiston, to connect said third port with said fourth 

